Rail brace



RAIL BRACE Filed July 18. 1944 7 Sheets-Sheet 1 Taf-ih- MWN fw :Q1

April 29, 1947. J. H. AssELlN RAIL BRACE Filed July 18, 1944 7 Sheets-Sheet 2 -----.:---.2..J- -..elHTivWi April 29, 1947. J. H. Asst-:LIN

RAIL BRACE Filed July 18, 1944 '7 Sheelis--Sheeli 5 April 29,4 1947- J. H. AssELlN RAIL BRACE Filed July 18, 1944 '7 Sheets-Sheet 4 April 29, 1947. J. H. ASSEUN v2,419,701

RAIL BRACE Filed July 18, 1944 7 Sheets-Sheet 5 April 29, 1947; J. H. AssELlN 2,419,701v

RAIL BRACE Filed July 1a, 1944v 'r sheets-sheet s April 29, 1947. J. H. AssELlN RAIL BRAcE Filed July 18, 1944 '7 Sheets-,Sheet 7 Patented pr. 29, 1947 UNITED STATES PATENT OFFICE RAIL BRAC James H. Asselin, Winnetka, Ill'. Application July 18, 1944, Serial No. 545,419

This invention relates to rail braces for railway track.

As a train approaches a section of track, it sets up in tha-t track a vertical up-and-down wave or floating motion of the rail. Heretofore, rail braces have not, if at all, dealt satisfactorily with these motions. In known adjustable rail braces the objective has been to have the assembly very rigid, with the result that these motions were transmitted through the rail brace and tie plate to the tie or to the tie and ballast, with the result that excessive wear and pumping of ties and ballast occurred. Prior designs, based on rigidity of track, were unsound since rigidity could not be permanently maintained.

Since rail wave motion is inherent in train movement over track, the present invention is based on the importance and necessity of flexibility in track and aims to allow and control wave action instead of trying to eliminate it completely.

In accordance with the present invention such wave motion in a limited degree is permitted, but is controlled above the tie plates, and only a minor portion is permitted to transcend through the tie plates into the ties or through the ties to the ballast. By so controlling and limiting this motion, the wear will ybe between the rail and tie plate, or between steel upon steel. Thus wear on ties and loosening of ballast is greatly reduced.

As Will later be more apparent, the invention incorporates a hinge action fastening means, which provides the flexibility necessary to coincide With the wave or floating action of the rail.

Moreover, a brace stop is included that extends downwardly over the tie plate and holds the brace member continually in place. -This brace stop assures continuous contact of the vbrace against the rail, and prevents the brace member from moving longitudinally with the rail when thewedge is driven into place.

Moreover, many adjustable rail braces are provided With bolts and nuts. The latter must be tightened from time to time inasmuch as they loosen with vibration. Some types also employ bolts which are inserted from the bot-tomv of the base plate and are thus complicated and costly toinstall. In those types Vemploying a wedge tightened by a bolt there is a real danger that turning the bolt too tightly will `tilt the rail inwardly. f

Still further, adjustable rail braces 'now known and which use nuts and bolts or ratchet toothed 9 Claims. (Cl. 23S- 292) wedges or the like, are highly susceptible to wear, rust and corrosion due to weather conditions and salt brine. Many of them moreover are complicated by having too many parts, thus materially increasing the original cost, the cost of installation and the cost of maintaining proper adjustment. n

These dili'iculties and disadvantages have been overcome by the present invention and it is a primary object of the invention to accomplish these aims.

A further object of the invention resides in providing a rail brace which may be usedv on switch rails, in turnouts, spring frogs, guard rails, curved rail in track, and on tangent track. Other uses will suggest themselves to those skilled in the art. Y Records show that a large percentage of railroad accidents are the result of too wide track gauge. The gauge of track is frequently maintained by gauge rods which are connected to the base of one rail and with the base of the opposite rail. They are insulated when-in a signal section area. Gauge rods have several defects. The insulation fouls, especially in wet weather, thus short-circuiting the signalv system, but a more important defect is that the gauge Vof the bases only of the rails is maintained without assuring the gauge of the tops of the rails. The rail tops tip outwardly, thus throwing the rails .outof gauge. Where, asin curves, frogs, guard rails and switch rails, the track is subjected ,to abnormal thrusts, the gauge .of the rails thus frequently becomes too wide. In curves it has been found that the outward or side thrust of the wheels against the rail top sometimes causes the outer end of the 'base plate. to cut into the tie to a depth of one-half (1/2) inch, This may result in widening the gauge, measured at the rail top, as much as one (l) inch. The present invention applied at these vsections of track will avoid these disadvantagesof gauge rods and will prevent too wide gauge.

In one preferred form thecontacting surfaces i 3 stresses and strains in the device. portant object of the invention to an arrangement.

The invention also has for an object the provision in one of its forms of a brace member which engages the rail only beneath the head and for a short distance down the web, said brace member being disposed in operation on a 45 line to provide a true bearing pressure against the web above the weakest section of the rail Where the greatest bending stresses are present in the rail on curved track. The brace member in this form is urged toward the rail by a wedge. The constant brace pressure against the upper part of the rail web, maintains canted rails in alignment with the bevel tread wheels. This provides true bearing on the rail head for greater wear.

Another object f the invention resides in the provision having an eXtra long canted base tie plate. This distributes the bearing loads more uniformly over the tie contact area and prevents cutting into the ties, thus assuring greater accuracy and providing for longer life.

These and other objects and advantages of the invention will become more apparent from the following specification and claims when read on the accompanying drawings in which:

Fig. 1 is an end elevation of a rail brace constructed in accordance with one form of the invention, the rail being shown in section;

Fig. 2 is a side elevation of the same;

Fig. 3 is a side elevation of the brace member;

Fig. 4 is a top plan view;

Fig. 5 is a section taken on the line 5-5 of Fig. 4;

Fig. 6 is an end elevation of a Fig. '7 is a section taken on the line Fig. 8 of a preferred embodiment;

Fig. 8 is a top plan view of a preferred embodiment;

Fig. 9 is an end elevation of the same;

Fig. 10 is a side elevation of the brace member shown in Figs. 7 to 9;

Fig. 11 is an end view of the same brace member and wedge (shown separated);

Fig. l2 Vis an end elevation of another form;

Fig. 13 is an end view of the brace member and Wedge (separated) of a modified form;

Fig. 14 is an end elevation of still another modication;

Fig. 15 is a top plan view of ture embodying the invention;

Fig. 16 is a section taken'on the line Fig. 15;

Fig. 1'7 is an end elevation of a rail brace according to another modification, the wedge being shown in section; and

Fig. 18 is a top plan view of the same.

Referring now more particularly to Figs, 1Y to 5, inclusive, the numeral I0 indicates a railroad tie on which is disposed a metal baseplate The inner end of the base plate is of slightly greater thickness than the remainder of the base plate and is provided with a transverse rail abutment I2 for the rail I3. The abutment may be integral with the base plate, or may be welded thereto as shown.

The rail I3is secured to the tie by means of the spikes I4 which are driven into the tie through openings I5 in the base plate until the heads of the spikes engage the base anges of the rail. The base plate is also provided with openings I5 through which additional spikes (not It is an improvide such modified form; 'I-'l of a guard rail struc shown) may be driven into the tie to secure the base plate to the tie.

The base plate near its outer end is provided with a rectangular block disposed transversely of the base plate. The block I1 may be integrally formed with the base plate or may be welded thereto as shown. rIhe inner edge of the block and the rail engaging surface of the abutment |2 are parallel. For purposes of the invention the inner edge of the block l1 is cut with a rectangular groove |8.

The reference numeral |9 indicates the brace member proper. This is an irregularly shaped member having a solid portion 2U, the base surface 2|v of which is adapted to rest ush on the upper surface of the base plate The solid portion slopes upwardly toward the rail head. The upper end of such portion is adapted to engage the under surface of the rail head.

The brace member I9 has integral webs 22 disposed in vertical planes. These extend below the sloping part of solid portion 2|) and are provided with lower edges such as 23,` which are shaped to conform to, and which are adapted to engage the upper surface of the flange of the base of the rail I3. It will be noted that the spacing of the Webs 22 is such as to permit the brace member I9 to engage the rail without interference from the spikes I4.

The outer edge 24 of the solid portion 20 of the brace member |9 is vertical but the line of the edge is disposed at an angle with respect to the rail I3. This outer edge 24 is cut with a rectangular groove 25, which is in the same plane as the groove |8 in the block The brace member I9 is provided on one side portion with a laterally extending lug 26, which has a downwardly projecting flange 21. When the brace member I9 is in operative position, this flange 21 is adapted to engage the side edge of the base plate I I,

The rail brace structure is completed by a wedge member 28, the side edges 29 and 30 of which have intermediate laterally extending tongues 3| and 32, respectively, of rectangular section.

The wedge 28 is adapted to be driven in place in a horizontal plane in such manner that the tongues 3| and 32 are disposed respectively in the grooves I8 and 25. When so driven the side edge 29 of the wedge and its tongue 3| are, of course, parallel to the inner edge of the block Il. The other side edge 30 (of the Wedge 28) and its tongue 32 are disposed with respect to the line of edge 29 at an angle complementary to the edge 24 of the brace member I9.

Obviously, as the wedge is driven in place lthe brace member I9 is forced against the rail vI3 which it engages under the rail head and on the upper surface of the rail base, as shown in Fig. 5 for example. s

The flange 2'| on the lug 26 prevents the brace member I9 from moving longitudinally of the rail as the wedge 28 is driven in place.

The tongues 3| and 32 at the smaller end of the wedge 28 are provided with a plurality of vertical holes 33 (Fig. 4), which are staggered. After the Wedge has been securely driven into place, a locking pin (not shown) may be passed through the first hole not covered so as to prevent an accidental blow on the wedge from dislodging it and loosening the assembly.

In accordance with a most important feature of the invention, the tongues 3| and 32 (see Figs. \,1 and 5) are of a rectangular section which is slightly smaller than the cross section of the vgrooves i8 and" 25. In the early part of this specification reference was made to 'certain move"-l Inents of the track section as a train approaches and passes.` It was there stated that there is a` vertical up and down wave or floating movement of the rail, which, in a limited degree, has

been found to be necessary. Heretcfore in railv braces the-object has been to have the assembly so rigid that these motions are transmitted` brace, and base plate, to the reason of the slight clearance of the tonguesl 3l and 32 inthe grooves le and 2-5, a limited hinging movement of the wedge is permitted, thus allowing movement of the brace member i9 as the rail waves and floats At the same time the gauge of the rail, particularly at the rail head, is accurately maintained.

In Fig. 6 there is shown inside elevation a modilied form which is identical with that shown in Figs. l to 5, inclusive, except forfthe form ci the brace member,

Inthis form the brace member Srl `is provided with a rail engagingportion which engages the under surface of the rail head and the upper portion only of the rail web, but at no other point. The brace member .'illis provided with an intermediate strengthening web 35.

t will be noted that the brace member is disposed substantially at a 45 angle to provide a true bearing pressure against the web at the weakest section ci the rail where the greatest bending stresses are present on curved track.

In Fig. 6, as in other embodiments to be described, lilie parts are given the same reference numerals.

A preferred form of the invention is illustrated in Figs. 7 to ll, inclusive. In this modication the brace member Se has a rail engaging portion adapted to engage the under Surface of the rail head and the uppermost portion of the rail web. Moreover, as in Fig. 6, the brace member is disposed on `a 45 angle. A strengthening rib 3l' is provided.

The principal differences in this embodiment, however, reside in the shape of the contacting surfaces of the brace member and the wedge member The wedge 35 has its surface 39 which faces the brace member curved, and the brace member has a complementary curved surface lll adapted to be engaged by the curved surface 3&3 of the wedge.

lIt will be noted that these curved contacting surfaces comprise a form of cylinder and socket connection between the brace member 3l and wedgeA 33t/hen the wedge is driven into place. This cyiinder and socket connection allows the brace member to describe a hinging action as up and down wave motion of the rail occurs, while still enabling the device to maintain the gauge ofthe rail head accurately.

This cylinder and socket connection provides the greatest amount of bearing surface to bestV withstand stress and strains in the rail brace.

The greater' the area of Contact between the brace member and wedge, the less frequently the bracV this type oi co ection also provides 'the greatest possible .vearii area between brace member and wedge and thus should reduce readjustments to a greatV extent.

Themo'diication illustrated iii-Fig. l2 also hasV thisfcylinder' and socket type ofA connection of Figs. 7 toll, inclusive, but differs'invother re need be adjusted. It will be noted that' ofthe base of the rail.

wedge de are substantially the bolt es and 'nutellp 6" i spects., The brace"rnemb'erl di has' portions iii'y andy 43 which respectively engage the' under' surface of the rail headand the upper; surface" I Moreover, thelira'e member d'l'is formed to receiveone' or' moreblt's" ddby'which thebrace" membery may in addition be bolted t0 the te'plate' I l /Vhile it 'S"be1ived` that b'olt's are not necessary to devices constructed' in accordance with the invention, the railroads sometimes desire them.

It wnibe noted that in tnis'embdlmet; like in `the others, the brace member"isprovidedwitli" alateral lug 'fhavirig a' downWarolly' pojetir'lg an'ge 27 'adapted to Aengage tlieside' 'edge of the tieplate H.

In known rail braces which arebolted"totlli'eV tie plate by means offbolts inserted fro'mfurfd-'i neath the tie plate atight'fit is invariably prelV vented because, as' the wedge isdriveiandtle i. brace'` member moves slightly lo'n'g'itudi'nally,- thef top of the vbolts;a'ren'io'vedlongitudinally s as,` to become tipped slightly'irom the"ideallvel'ticfalV` position. The nuts are then tightened with''the bolts in such position with the result thatfvib'rfa tion from a few trair'rmovements"shift'theA bolts back rto a vertical position,l and they thus'becomef loosened almost the` veryday they are"ins`talled`." In accordance with this embodime'nt' of' the present invention the frange Ziron lug,` 26"wil1" preventthe brace member from'moving"lungi-1V tudinally of the rail as the wedge is driven intol place; Hence, thebclts dilwi'll bein the ideal` vertical position whenv ,then tightened. Thisteni bodirnentof the invention thus possesses the ad-i vantage: of being a bolted brace which reasonably? can be expected to be tight' uponv installation and which will not'become loosened'with the. flrstseveral passages of'a train. This'is 'a veryl important consideration in the'biolted'A typ'of brace. 1

Another modiiication is illustrated in Fig. 13'` rllhis modication is identical with that shown.' inV Figs. 7 to l1, inclusive, except'that'the con-A tacting surfaces oi the brace'member'drand the shaped in profile. This type'iof construction has many advantages. The same type of shapedcontactingsuifaces is present in the modication shown in; Fig.' lll. Here, however, the brace Ymember 4l f has portions le and "le which respectively engage turnouts, springrfrogs' and guard rails, `as "well as in other rail structure.` An applicatl'on'ioi one form of the invention toa guardrail struc# ture is illustrated by way of example 'in Figs, l5 and 16.

In the top'plan view (Fig. l5), the mainrail se rests on has@ plates 5:. sa, es and se? Base plate eiis provided with anabutrnent 5e `which one edge of the rail engages. The rail" is spikedto the tie (not shown)l by the "spikes` E5 which pass through openings in the -Vbase 'plate 5l. This base plate also supports the 'endl ofthe" guard rail 5l'. A rillerV block vi'is4 provided 'between the main rail 5e' and Athe guard `rail," the lle'r block: being secured'to the'guarduail' :by f

The sideedge oi vthe guard rail engages an abutmentl, preferably welded to the "base plate 5l, anda spike 62 passf-A ingn throught-a-hole in the base plate 'securesm A the` guard rail withrespect tothe "tieA also separated by another ller block 63, which is secured to the guard rail 51 by means of the bolt 64 and nut 65.

The base plates 52, 53 and 54 are similar to the base plate lI of Figs. 1 to 5, inclusive, except that they are longer and have a greater space between the abutments 65 and the blocks 61 than exists between abutment I2 and the block I1 in Figs. 1 to 5, inclusive. The brace members 68 and the wedges 69 in Figs. 15 and 16 may be identical with the brace members I9 and wedges 28 of Figs. 1'to 5, inclusive.

These rail braces in Figs. 15'and 16 operate in the same fashion as those previously described herein, except that in this instance the brace members engage the guard rail and thus clamp that rail and the main rail between the abutments 66 and the blocks S1.

It should be apparent that any of the forms of the invention shown in Figs. 1 to 14, inclusive, may be similarly employed for guard rails and in other rail structures where rail brace means are desirable.

Current day practice of rail inspection for defects and flaws is carried out with an inspection car provided with testing equipment operating on the magnetic field principle. The presence of an uninsulated rail brace, as on curves and the like, would increase the magnetic eld and prevent accurate inspection with such equipment.

The embodiment of the invention shown in Figs. 17 and 18 avoids this disadvantage. Generally, the embodiment is similar to that illustrated in Figs. 7 and 8, but it provides an insulating member 'I0 which is disposed on the rail head engaging portion of the brace member 36. Such insulating member prevents the rail brace from increasing the magnetic eld during the testing of the rail.

It will be noted that the insulating member 'I0 also tends to reduce wear of the rail as well as of the brace member at the contact surfaces.

The insulating member may be of any suitable material which will accomplish these two purposes.

The embodiment of Figs. 17 and 18 also shows a modified form of joint between the block 1I and the wedge 12. The block is provided with a longitudinal recess or groove 'i3 which is frustoconical in section and the wedge 'I2 is provided with a complementary frusto-conical sectioned ridge 14. The ridge 14, as will be seen, is slightly smaller in section than the groove 13.

In other respects the embodiment is about the same as that shown in Figs. '7 and 8.

Many applications of the present invention will now occur to those skilled in the art. The structure disclosed herein may be variedwithin the scope of the invention which is not to be limited except as indicated in the following claims.

What I claim is:

1. A railbrace comprising, a base plate adapted to be disposed beneath a railroad rail, said base plate having a raised abutment for engaging one edge of the rail base, a block rigid with the base plate and spaced from the opposite edge of a rail when said rail is disposed in place on said base plate, said block having a surface facing toward said rail, a brace member for engaging the rail, said brace member being positioned between the rail and said block and having a surface facing toward said block, the facing surfaces of said block and brace member being contained in non-parallel planes, the surface of said block facing said rail having a longitudinal groove of rectangular section extending throughout its length, a wedge adapted to be driven horizontally between said block and said brace member, said wedge having side surfaces complementary to the adjacent surfaces of said block and said brace member, a rectangular sectioned tongue extending laterally from the side surface of the wedge adjacent said block for engagement Within said groove when the wedge is driven into place, the cross sectional area of said groove being slightly larger than that of said tongue, the adjacent surfaces of said wedge and said brace member being complementary in prole.

2. A rail brace comprising, a base plate adapted to be disposed beneath a railroad rail, said base plate having a raised abutment for engaging one edge of the rail base, a block rigid with the base plate and spaced from the opposite edge of a rail when said rail is disposed in place on said base plate, said block having a surface facing toward said rail, a brace member for engaging the rail, said brace member being positioned between the rail and said block and having a surface facing toward said block, the facing surfaces of said block and brace member being contained in non-parallel planes, the surface of said block facing said rail having a longitudinal groove of rectangular section extending throughout its length, a wedge adapted to be driven horizontally between said block and said brace member, said wedge having side surfaces complementary to the adjacent surfaces of said block and said brace member, a rectangular sectioned tongue extending laterally from the side surface of the wedge adjacent said block for engagement within said groove when the wedge is driven into place, the cross sectional area of said groove being slightly larger than that of said tongue, the adjacent surfaces of said wedge and said brace member being provided with complementary profiles, the upper portion of one overlying thevupper portion of the other when the wedge is driven into place.

3. A three piece rail brace comprising a base plate the upper surface of which is provided with first and second abutments spaced from each other and adapted when in operative position to be disposed on opposite sides of a rail with the rst abutment engaging one edge of the rail base and the other being spaced from the opposite edge of the rail. a brace member having a portion for engaging the rail and a portion disposed on said base plate, said latter portion having a side surface facing said second abutment, the facing surfaces of said brace member and said second abutment being contained in non-parallel vertical planes, a wedge having side Surfaces complementary to the facing surfaces of said brace member and said second abutment, a tongue and groove connection between said wedge and said second abutment, said groove having a vertical distance greater than said tongue and the contacting surfaces of said brace member and said wedge forming a pivot joint 'when the wedge is driven in place in a longitudinal direction .between said brace member and said second abutment.

4. A three piece rail brace comprising a base plate the upper surface of which is provided with first and second abutments spaced from each other and adapted when in operative position to be disposed on opposite sides of a rail with the first abutment engaging one edge of the rail base and the other being spaced from the opposite edge of the rail, a brace member having a portion for engaging the rail and a portion disposed on said base plate, said latter portion having a side surface facing said second abutment, the facing surfaces of said brace member and said second abutment being contained in non-parallel vertical planes, a wedge having side surfaces comelementary to the facing surfaces of said brace member and said second abutment, a tongue and groove connection between said wedge and said second abutment, said groove having a vertical distance greater than said tongue, the surfaces of said wedge facing said brace member having a longitudinal groove substantially shaped in profile, and the surface of said brace member facing said wedge having a complementary contour.

5. A three piece rail brace comprising a base plate the upper surface of which is provided with first and second abutments spaced from each other and adapted when in operative position to be disposed on opposite sides of a rail with the first abutment engaging one edge of the rail base and the other being spaced from the opposite edge of the rail, a brace member having a portion for engaging the rail and a portion disposed on said base plate, said latter portion having a side surface facing said second abutment, the facing surfaces of said brace member and said second abutment being contained in non-parallel, vertical planes, a wedge having side surfaces complementary to the facing surfaces of said brace member and said second abutment, a tongue and groove connection between said wedge and said second abutment, said groove having a vertical distance greater than said tongue, the facing surfaces of said wedge and said brace member being provided with complementary angular proles for centering the wedge and brace member as the wedge is driven into place.

6. A three piece rail brace comprising a base plate the upper surface of which is provided with first and second abutments spaced from each other and adapted when in operative position to be disposed on opposite sides of a rail with the first abutment engaging one edge of the rail base and the other being spaced from the opposite edge of the rail, a brace member having a portion for engaging the rail and a portion disposed on said base plate, said latter portion having a side surface facing said second abutment, said last-named surface of said brace members having a groove of rectangular section. the facing surface of said second abutment having a similar groove, the

facing surfaces of said brace member and said second abutment being contained in non-parallel vertical planes, and a wedge having side surfaces complementary to the facing surfaces of said brace member and said second abutment, and tongues extending laterally from said wedge and adapted to be disposed in said grooves as the wedge is driven into place in a longitudinal direction between said brace member and said second abutment, said groove formed in said second abutment having a vertical distance greater than said tongue cooperating therewith.

7. A rail brace as dened in claim 3, the space on said base plate between first and second abutments being greater than the thickness of a main rail, a guard rail and an intermediate filler member, whereby the brace member may engage the guard rail and through the ller member brace the main rail.

8. A rail brace as defined in claim 3, said base plate having spikevopenings for rail spikes and said brace member having spaces on its underside in alignment with said spike openings, whereby said brace member may be positioned snugly against a rail with the rail spike located in said spaces.A v

9. A rail brace as defined in claim 3, said wedge comprising a single piece member, said brace member comprising a single piece member, and the engagement of said Wedge between said second abutment and said brace member comprising the sole securing means for said wedge.

JAMES H. ASSELIN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,370,302 Gibbs, Jr. Mar. 1, 1921 1,713,060 Stiles May 14, 1929 2,057,160 ONeill Oct. 13, 1941 2,257,853 Olds Oct. 7, 1941 710,152 Jaques Sept. 30, 1902 1,495,392 Batson May 27, 1924 1,426,772 Rapp Aug. 22, 1924 1,478,558 Edwards Dec. 25, 1923 2,257,853 Olds Oct. 7, 1941 837,175 Anderson Nov. 27, 1906 

